EP2072375B1 - Système de direction forcée - Google Patents

Système de direction forcée Download PDF

Info

Publication number
EP2072375B1
EP2072375B1 EP08450197A EP08450197A EP2072375B1 EP 2072375 B1 EP2072375 B1 EP 2072375B1 EP 08450197 A EP08450197 A EP 08450197A EP 08450197 A EP08450197 A EP 08450197A EP 2072375 B1 EP2072375 B1 EP 2072375B1
Authority
EP
European Patent Office
Prior art keywords
trailer
hitch
hydraulic cylinder
steering system
forced steering
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP08450197A
Other languages
German (de)
English (en)
Other versions
EP2072375A3 (fr
EP2072375A2 (fr
Inventor
Josef Scharmüller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP2072375A2 publication Critical patent/EP2072375A2/fr
Publication of EP2072375A3 publication Critical patent/EP2072375A3/fr
Application granted granted Critical
Publication of EP2072375B1 publication Critical patent/EP2072375B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D13/00—Steering specially adapted for trailers
    • B62D13/02—Steering specially adapted for trailers for centrally-pivoted axles
    • B62D13/025—Steering specially adapted for trailers for centrally-pivoted axles the pivoted movement being initiated by the coupling means between tractor and trailer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/01—Traction couplings or hitches characterised by their type
    • B60D1/07—Multi-hitch devices, i.e. comprising several hitches of the same or of a different type; Hitch-adaptors, i.e. for converting hitches from one type to another
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/24—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions
    • B60D1/30—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions for sway control, e.g. stabilising or anti-fishtail devices; Sway alarm means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D13/00—Steering specially adapted for trailers
    • B62D13/04—Steering specially adapted for trailers for individually-pivoted wheels

Definitions

  • the invention relates to a forced steering system according to the preamble of claim 1.
  • the towing vehicle is the motorized vehicle and the trailer is the non-motorized vehicle of the vehicle combination designed as a team.
  • the DE 39 19 561 A1 shows a forced steering for use with at least one trailer and several different Switzerlandfabctionen.
  • the EP 1 559 592 A shows a multi-part coupling part for a forced steering.
  • the FR 2 753 161 A in turn describes a forced steering comprising a master cylinder.
  • the forced steering systems are used in vehicles with multiple rear axles application and are used for forced steering at least one steered rear axle. These forced steering systems have the task of deflecting one of the rear wheel axles of the trailer as a function of the position of towing vehicle to the trailer. This results in the advantage that at a cornering of towing vehicle and trailer successive wheels of several rear wheel axles, in particular all axles of the trailer roll at least substantially in one lane.
  • the disadvantage of this is that when changing the trailer to a different towing vehicle - for example, when the standard tractor vehicle is serviced, repaired, rebuilt and / or replaced - the forced steering system is no longer working properly and the consecutive wheels of several rear wheel axles, in particular all axles of the trailer when cornering, do not roll properly.
  • the object of the invention is therefore to provide a forced steering system of the type mentioned above, with which the mentioned disadvantages can be avoided and which can ensure at several different towing vehicles, that in a row lying wheels of the multiple rear axles of the trailer when cornering roll spur.
  • the appropriate coupling parts are assignable predeterminable.
  • the advantage here is that after selecting the appropriate coupling part of the coupling process can be carried out as conventional and is thus guaranteed with little or no additional effort that the consecutive wheels of several rear axles of the trailer when cornering in a lane roll.
  • the invention also relates to a method for coupling a forced steering system according to the preamble of claim 9.
  • the object of the invention is therefore to provide such a method by which the disadvantages mentioned above can be avoided and which can ensure at several different towing vehicles that the successive wheels of several trailer axles of the trailer when cornering at least substantially roll in a lane ,
  • the features of claim 2 may be provided.
  • an impact of the towing vehicle over a predetermined angle between towing vehicle and drawbar can be prevented.
  • the advantage here is that thereby the maximum angle between towing vehicle and drawbar can be predetermined, the maximum deflection of the forced steering system can be predetermined and thus can be ensured that the forced steering system is not deflected beyond a maximum permissible limit angle addition.
  • the Fig. 1 to 6 show at least parts of a forced steering system 1 for use with at least one trailer 4 and several different towing vehicles 5, with at least one coupling part 2 for placement on a towing vehicle 5 and a Switzerlandösenteil 3 for mounting on a trailer 4, wherein the coupling part 2 and the Switzerlandösenteil 3 at a dome point 11 and at a spaced from the dome point 11 pivot point 12 are coupled to each other, in which it is proposed that at each of the several different tractors 5 by means of at least one of the at least one coupling parts 2, the dome 11 and the pivot point 12 each at a predetermined distance are provided to the rear wheel axle 51 of the towing vehicle 5.
  • the Fig. 1 and 2 schematically shows the towing vehicle 5 and designed as a trailer 4 non-motorized vehicle, with towing vehicle 5 and trailer 4 form a trained as a vehicle combination team.
  • the forced steering system 1 and the method for coupling, in particular the forced steering system 1, allow the advantages and advantageous effects mentioned above.
  • the forced steering system 1 and the forced steering method allow rollers of consecutive wheels 41 of a plurality of rear wheel axles 42 to be rolled at least substantially in one track, even in the case of different towing vehicles 5.
  • Forced steering systems 1 are used when pulling vehicles with a plurality of rear wheel axles 42 and are used for forced steering of at least one steered rear wheel axle 44, which, in contrast to an unguided rear wheel axle 43, is steerable.
  • Steering means in this context that the position of mounted on the steered rear axle 44 wheels 41 may assume predetermined different steering angle, wherein the steering of the wheels 41 may also be referred to as turning of the wheels 41.
  • An advantage of the forced steering system 1 is that when the forced steering system 1 of the trailer 4 is tuned to the towing vehicle 5, the consecutive wheels 41 of several rear wheel axles 42, in particular all axles, of the trailer 4 not only when driving straight ahead, which schematically in the Fig. 1 is shown, but also when cornering, which is schematically in the Fig. 2 is shown rolling in a track.
  • This is particularly advantageous when driving on a field, a field, a country lane and / or a forest road, as the successive wheels 41 of the trailer 4 only generate a track substantially when cornering. Since little fruit of the ordered field and / or field is brought down here, the fruit can be spared.
  • the problem with forced steering systems 1 is the change of towing vehicle 5. Since different towing vehicles 5 have different impact characteristics due to the different distances between front axle 53 and rear axle 51 of towing vehicle 5 and due to the different track widths, ie the wheel spacings on one axle - For an optimal and proper overrun of the trailer 4 - the forced steering system 1 to be matched to the respective towing vehicle 5.
  • the vote includes both the angle dependence and the straight-line position of the forced steering system 1, for which each possible vehicle combination, ie a predetermined trailer 4 and a predetermined towing vehicle 5, in the angular dependence and the straight position of the forced steering system 1 are individually tuned.
  • the straight-ahead position of the forced steering system 1 is normally adjusted by the vehicle combination, so the trailer 4 and the respective towing vehicle 5, aligned on a flat surface and both towing eye 35 and steering eye 36 is coupled to the towing vehicle 5.
  • control valves of a control unit 64 are opened and the forced steering system 1 is set to follow-up mode.
  • Caster operation of the forced steering system 1 means that the - usually effected by means of a hydraulic system 6 - active compound is connected force transfer free and thus the steered rear axle 44 of the trailer 4 instead of positively controlled self-steering, in particular trailing, is connected.
  • the steered rear axle 44 of the trailer also runs straight after.
  • the first hydraulic cylinder 61 and / or the second hydraulic cylinder 62 may preferably be designed to be double-acting.
  • the first hydraulic cylinder 61 may preferably be formed as a master cylinder, wherein a position change of the first hydraulic cylinder 61 is converted in motion of the hydraulic fluid.
  • the second hydraulic cylinder 62 may preferably be designed as a slave cylinder, wherein the movement of the hydraulic fluid controlled by the master cylinder causes a change in position of the slave cylinder.
  • a hand pump 67 can be encompassed by the hydraulic system 6.
  • the forced steering system 1 is the optimal caster, so in particular the directional caster, the trailer 4 the towing vehicle 5 is usually not given, so in normal operation of the vehicle combination, a so-called forced steering operation of the forced steering system 1 is preferable.
  • the hydraulic system 6 may comprise a ball valve for switching between the follower operation and the forced steering operation of the forced steering system 1.
  • the operating state of the forced-steering system 1 can be switched over particularly easily from forced-steering operation to follow-up operation - and vice versa.
  • the advantage here is that in any position or in any driving situation of the vehicle combination, the operating state of the forced steering system 1 can be switched from forced steering operation to caster, with the steering of the towing vehicle 5 can be relieved.
  • the towing vehicle does not provide articulation point 12 - the operating state of the forced steering system 1 can be easily changed from forced steering operation to after-run operation.
  • the trailer 4 can be towed by a towing vehicle 5 designed as a towing vehicle, it also being possible to advantageously use towing vehicles with linkage-free couplings.
  • the steered wheels 41 at the steered rear axle 44 at a non-tuned vehicle combination at a non-optimal angle.
  • This often leads to the trailer 4 does not run after optimal cornering when cornering.
  • This can limit the maneuverability of the vehicle combination and can additionally on one Field and / or a field effecting the down driving additional fruit and / or compacting additional floor space.
  • the forced steering system 1 can also be deflected over a maximum angle, wherein the forced steering system 1 can be permanently damaged. All this can lead so far that some vehicle combinations can not therefore be driven in the forced steering operation of the forced steering system 1.
  • the coupling point 11 and the pivot point 12 each at a predetermined distance to the rear wheel axle 51 of the towing vehicle. 5 are provided.
  • the vote of the optimal angular dependence ie the optimum angular ratio of the angle between towing vehicle 5 and 3 Huaweiosenteil part of the steering angle of the steered wheels 41 of the trailer 4 be guaranteed for many different vehicle combinations predetermined.
  • the advantage here is that the vote of the transmission behavior - which results from all geometric and determinable relationships - can be done mathematically and / or computer-aided.
  • 5 different coupling parts 2 can be predetermined and / or added to the trailer 4 for each trailer 4 for the various different, especially commercially available, towing vehicles.
  • 4 different coupling parts 2 and / or the towing vehicle 5 can be predefined for each towing vehicle 5 for the various different, especially market, trailer.
  • FIG. 3 Schematically, the coupling of the first hydraulic cylinder 61 to the coupling part 2, in particular in the Fig. 3 illustrated in which substantially only the first hydraulic cylinder 61 and the coupling part 2 are shown. Shown are in the Fig. 3 further the dome point 11, the pivot point 12, the first coupling ball 21, the second coupling ball 22 and the handlebar 33, which includes the first hydraulic cylinder 61.
  • the Buchscherteil 3 is schematically in particular in the Fig. 6 shown.
  • the Switzerlandösenteil 3 can be designed in particular substantially as a drawbar 31 and a handlebar 33 include.
  • the drawbar part 3 comprises a drawbar eye 35 for transmitting the tensile forces from the coupling part 2, in particular from the coupling point 11, to the trailer 4 and the handlebar 33 a steering eye 36 for transmitting the steering forces from the coupling part 2, in particular from the articulation point 12, to the forced steering system 1.
  • a plurality of vehicle combinations that is several combinations of different tractors 5 and / or different trailer 4, which have a similar follow-up behavior of the trailer 5 are summarized to coupling sub-classes, the number of possible coupling sub-classes may be predetermined.
  • the number of different coupling parts 2 to be used can be minimized, with which the expenditure for the production and in particular for the mounting of the coupling parts 2 in the user can be low.
  • each of the several different tractors 5 is assigned a set of spacers 32 for attachment to the trailer 4, preferably on the drawbar 31 and / or on the drawbar part 3, the spacer 32 for contacting the tires 52 of the towing vehicle 5 is provided at the predetermined angle between the towing vehicle 5 and the trailer 4.
  • deflection of the forced steering system 1 beyond a maximum angle can be prevented such that a bending angle of the towing vehicle 5 to the trailer 4, in particular to the drawbar part 3, preferably to the drawbar 31, can be restricted.
  • the bending angle which corresponds to the angle between the towing vehicle 5 and the trailer 4 and which is measured between the longitudinal center axis 55 of the towing vehicle 5 and passing through the drawbar 35 longitudinal central axis 38 of the Switzerlandösenteils 3, is in the Straight ahead, which in Fig. 1 is shown, the vehicle combination 0 ° and can when turning the towing vehicle 5, which in the Fig. 2 is shown, up to 90 °.
  • the maximum bending angle can be limited to 45 ° to 60 ° by means of the set of spacers 32 both in left-hand steering and in the right-hand steering of the towing vehicle 5, this type of restriction of the bending angle in Fig. 6 is shown.
  • the spacer 32 may be designed in several parts and comprise a spacer base 321 and a spacer upper part 322.
  • the spacer lower part 321 can be designed to adapt the maximum extent of the spacer 32 to the drawbar part 3, in particular the drawbar 31, and the spacer upper part 322 to generate noise.
  • the spacer base 321 may be substantially cuboid and in particular substantially formed of a metal sheet.
  • the spacer upper part 322 may be substantially, semicircular, curved or formed as a web and in particular substantially of plastic, in particular an elastomer and / or a thermoplastic.
  • the spacer upper part 322 can be releasably connected to a fastening device on the spacer lower part 321.
  • different spacer base parts 321 and different spacer upper parts 322 can be connected to each other, whereby a few different spacer base parts 321 and a few different spacer upper parts 322 can be formed with many spacers 32 of different geometry and different noise generation when touching tires 52 and spacers 32.
  • the at least one coupling part 2 at the coupling point 11 a first coupling ball 21 and at the pivot point 12, a second coupling ball 22, wherein - when coupling the trailer 4 on the towing vehicle 5 - the at least one coupling part 2 at the coupling point eleventh with a first coupling ball 21 and at the pivot point 12 with a second coupling ball 21 are operatively connected can.
  • the coupling of the trailer 4 on the towing vehicle 5 easy and the tensile force transmission and the steering force transmission can be done reliably.
  • the drawbar eye 35 and the steering eye 36 can - as in the Fig. 6 illustrated - hemispherical shell shaped as a non-perforated Switzerland Kunststoffschale and Lenkösenschale for coupling to a first coupling ball 21 and / or a second coupling ball 22 may be formed.
  • the drawbar part 3 may have a handlebar 33 which can be coupled to the articulation point 12, and for the handlebar 33 to include a first hydraulic cylinder 61.
  • conventional forced steering systems can also be used with the coupling part 2, in particular with different coupling parts 2, whereby the proper function of the trailer side part of the forced steering system 1 without a change, especially a conversion, can be ensured.
  • At least one second hydraulic cylinder 62 which directly effects the deflection of at least one wheel 41 of the trailer 4, is operatively connected to the first hydraulic cylinder 61 by means of a line system 63.
  • the deflection of at least one second hydraulic cylinder 62 directly effecting the deflection of at least one wheel 41 of the trailer 4 can be force-controlled by means of a line system 63 by the first hydraulic cylinder 61.
  • the second hydraulic cylinder 62 engages a tie rod 7 of the trailer, wherein by means of the second hydraulic cylinder 62, the position of a tie rod 7 of the trailer 4 can be forcibly controlled.
  • a second hydraulic cylinder 62 can control the steering angle of both steered wheels 41 of the steered rear axle 44.
  • This advantageous embodiment of the forced steering system 1 is in the Fig. 1, 2 and 4 shown.
  • two second hydraulic cylinder 62 may be formed, as shown in the Fig. 5 is shown.
  • wheel-side ends 45 of the two second hydraulic cylinders 62 are operatively connected substantially directly to the steered wheels 41, whereby the formation of the tie rod 7 can be dispensed with.
  • the line system 63 has a first pressure compensation device 65 in the region of the first hydraulic cylinder 61 and / or a second pressure compensation device 66 in the region of the second hydraulic cylinder 62.
  • the first pressure compensation device 65 and / or the second pressure compensation device 66 may be designed as an 80 bar pressure accumulator and / or as a 50 bar pressure accumulator.
  • the 80bar pressure accumulator can intercept a resulting excessive pressure angle, for example, when the trailer 4 is pulled by the towing vehicle 5 without a set of spacers 32 and can deflect correspondingly strong.
  • the 50bar pressure accumulator intercept short voltage spikes, which are transmitted in particular in steering movements and / or in uneven ground from the pivot point 12 to the forced steering system 1.
  • the 80 bar pressure accumulator and / or the 50 bar pressure accumulator can be designed as a nitrogen storage.
  • the nitrogen storage can be designed as a small, in particular spherical, container in which a separating layer for spatial separation of pressurized nitrogen and the hydraulic fluid is formed.
  • the pressure of the nitrogen can be preset to the working pressure and / or operating point of the nitrogen storage.
  • the first pressure compensation device 65 and / or the second pressure compensation device 66 can be simple, cost-effective, space-saving and / or weight-saving.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Claims (15)

  1. Système de guidage forcé (1) à utiliser avec au moins une remorque (4) et plusieurs véhicules tracteurs (5) différents, avec au moins une partie d'attelage (2) destinée à être disposée sur un véhicule tracteur (5) et une partie formant oeillet d'attelage (3) destinée à être disposée sur une remorque (4), dans lequel la partie d'attelage (2) et la partie formant oeillet d'attelage (3) peuvent être couplées ensemble en un point d'accouplement (11) et en un point d'articulation (12) distant du point d'accouplement (11), caractérisé en ce que sur chacun des multiples véhicules tracteurs (5) différents, le point d'accouplement (11) et le point d'articulation (12) sont disposés à une distance prédéterminée d'un essieu arrière (51) du véhicule tracteur (5), au moyen d'une partie d'attelage (2) associée de façon prédéterminée à ce véhicule tracteur, de telle manière que l'ajustement de la relation angulaire optimale de l'angle entre le véhicule tracteur (5) et la partie formant oeillet d'attelage (3) par rapport à l'angle de direction des roues dirigées (41) de la remorque (4) soit garanti pour différentes combinaisons de véhicule.
  2. Système de guidage forcé selon la revendication 1, caractérisé en ce que chacun des multiples véhicules tracteurs (5) différents est associé à un ensemble d'éléments d'écartement (32) pour la fixation sur la remorque (4), de préférence sur le timon (31) et/ou sur la partie formant oeillet d'attelage (3), l'élément d'écartement (32) étant destiné à venir en contact avec le pneu (52) du véhicule tracteur (5) à un angle pouvant être prédéterminé entre le véhicule tracteur (5) et la remorque (4).
  3. Système de guidage forcé selon la revendication 1 ou 2, caractérisé en ce que l'au moins une partie d'attelage (2) présente au point d'accouplement (11) une première boule d'attelage (21) et au point d'articulation (12) une deuxième boule d'attelage (22).
  4. Système de guidage forcé selon la revendication 1, 2 ou 3, caractérisé en ce que la partie formant oeillet d'attelage (3) présente une tringle de direction (33) pouvant être couplée au point d'articulation (12) et en ce que la tringle de direction (33) comprend un premier vérin hydraulique (61).
  5. Système de guidage forcé selon la revendication 4, caractérisé en ce qu'au moins un deuxième vérin hydraulique (62) réalisant directement la déviation d'au moins une roue (41) de la remorque (4) est mis en liaison active avec le premier vérin hydraulique (61) au moyen d'un système de conduites (63).
  6. Système de guidage forcé selon la revendication 5, caractérisé en ce que le système de conduites (63) présente au niveau du premier vérin hydraulique (61) un premier dispositif d'équilibrage de la pression (65) et/ou au niveau du deuxième vérin hydraulique (62) un deuxième dispositif d'équilibrage de la pression (66).
  7. Système de guidage forcé selon l'une des revendications 1 à 6, caractérisé en ce que la partie formant oeillet de traction (3) comprend un oeillet de traction (35), un timon (31) et une tringle de direction (33).
  8. Système de guidage forcé selon l'une des revendications 1 à 7, caractérisé en ce que le système de guidage forcé (1) comprend plusieurs parties d'attelage (2) différentes.
  9. Procédé pour le couplage d'un système de guidage forcé (1) pour la guidage forcé d'au moins une roue (41) d'une remorque qui est tractée alternativement par différents véhicules tracteurs (5), caractérisé en ce qu'il comporte les étapes suivantes :
    - pour placer un point de couplage (11) et un point d'articulation (12) dans un état prédéterminé par rapport à un essieu arrière (51) en fonction du véhicule tracteur (5) concerné parmi les différents véhicules tracteurs (5), une partie de couplage (2) associée de façon prédéterminée à ce véhicule tracteur (5) est disposée sur ce véhicule tracteur (5), de telle manière que l'ajustement de la relation angulaire optimale de l'angle entre le véhicule tracteur (5) et la partie formant oeillet d'attelage (3) par rapport à l'angle de direction des roues (41) dirigées de la remorque (4) puisse être garanti pour différentes combinaisons de véhicules ;
    - et la partie formant oeillet d'attelage (3) qui est saisie par la remorque (4) est accouplée au niveau de la partie de couplage (2) en un point d'accouplement (11) et en un point d'articulation (12) distant du point d'accouplement (11).
  10. Procédé selon la revendication 9, caractérisé en ce qu'un ensemble d'éléments d'écartement (32) associé à l'un des multiples véhicules tracteurs (5) différents est fixé sur la remorque (4), de préférence sur le timon (31) et/ou sur la partie formant oeillet d'attelage (3), l'élément d'écartement (32) venant en contact avec le pneu (52) du véhicule tracteur (5) à un angle pouvant être prédéterminé entre le véhicule tracteur (5) et la remorque (4).
  11. Procédé selon la revendication 9 ou 10, caractérisé en ce que l'au moins une partie d'attelage (2) est mise en relation active au point d'accouplement (11) avec une première boule d'attelage (21) et au point d'articulation (12) avec une deuxième boule d'attelage (21).
  12. Procédé selon la revendication 9, 10 ou 11, caractérisé en ce que la partie formant oeillet d'attelage (3) est couplée par une tringle de direction (33) au point d'articulation (12) et un premier vérin hydraulique (61) est mis en liaison active avec le point d'articulation (12) au moyen de la tringle de direction (33).
  13. Procédé selon la revendication 12, caractérisé en ce que la déviation d'au moins un deuxième vérin hydraulique (62) réalisant directement la déviation d'au moins une roue (41) de la remorque est commandée en force par le premier vérin hydraulique (61) au moyen d'un système de conduites (63).
  14. Procédé selon la revendication 13, caractérisé en ce que la position d'une barre d'accouplement (7) de la remorque (4) est commandée en force au moyen du deuxième vérin hydraulique (62).
  15. Procédé selon la revendication 13 ou 14, caractérisé en ce que les pics de pression dans le système de conduite (63) sont compensés au niveau du premier vérin hydraulique (61) avec le premier dispositif d'équilibrage de la pression (65) et/ou au niveau du deuxième vérin hydraulique (62) avec un deuxième dispositif d'équilibrage de la pression (66).
EP08450197A 2007-12-21 2008-12-17 Système de direction forcée Not-in-force EP2072375B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
AT0210807A AT506237B1 (de) 2007-12-21 2007-12-21 Zwangslenkungssystem

Publications (3)

Publication Number Publication Date
EP2072375A2 EP2072375A2 (fr) 2009-06-24
EP2072375A3 EP2072375A3 (fr) 2009-12-23
EP2072375B1 true EP2072375B1 (fr) 2011-03-09

Family

ID=40467084

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08450197A Not-in-force EP2072375B1 (fr) 2007-12-21 2008-12-17 Système de direction forcée

Country Status (3)

Country Link
EP (1) EP2072375B1 (fr)
AT (2) AT506237B1 (fr)
DE (1) DE502008002796D1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010141962A1 (fr) * 2009-06-08 2010-12-16 Scharmueller Josef Système de direction forcée
US9008913B1 (en) 2013-11-22 2015-04-14 Oshkosh Corporation Steering control system for a towed axle

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3919561A1 (de) * 1989-06-15 1990-12-20 Georg Maierbacher Anhaengerzwangslenkung fuer land- und forstwirtschaftliche nutzfahrzeuge durch das zugfahrzeug
FR2753161B1 (fr) * 1996-09-10 1998-10-09 Clarinval Freres Dispositif de commande de braquage force des roues d'une remorque
DE19919321A1 (de) * 1999-04-28 2000-11-02 Deere & Co Lenksystem und Erntebergungsmaschine
FR2828532B1 (fr) * 2001-08-08 2003-11-07 Hydro Techma Remorque a train de roues orientable commande par les changements d'orientation d'un vehicule tracteur
NL1022539C2 (nl) * 2003-01-31 2004-08-03 Veenhuis Machines Getrokken landbouwwagen en werkwijze voor het voortbewegen daarvan.
AT413026B (de) * 2004-01-30 2005-10-15 Josef Ing Scharmueller Zwangslenkungsmodul

Also Published As

Publication number Publication date
EP2072375A3 (fr) 2009-12-23
ATE501018T1 (de) 2011-03-15
AT506237A1 (de) 2009-07-15
DE502008002796D1 (de) 2011-04-21
AT506237B1 (de) 2009-10-15
EP2072375A2 (fr) 2009-06-24

Similar Documents

Publication Publication Date Title
EP2022306B1 (fr) Système de commande destiné à la conduite d'un élément auxiliaire couplé à un véhicule utilitaire agricole
EP1048550A2 (fr) Système de direction et machine de récolte
EP3483039B1 (fr) Essieu de véhicule autoguidé
EP2243688B1 (fr) Guidage forcé corrigé pour remorque/semi-remorque articulés sur des tracteurs forestiers ou agricoles à plusieurs articulations
DE69314242T2 (de) Lenkgruppe zur Rückwärtsfahrt für eine Selbstlenkachse in Lastkraftwagen, Sattelzügen oder dergleichen
EP2712787B1 (fr) Véhicule agricole doté d'une direction assistée
EP2072375B1 (fr) Système de direction forcée
DE102013107710B4 (de) Landwirtschaftliches Zuggespann und Assistenzsystem eines landwirtschaftlichen Zuggespanns
DE3318929A1 (de) Anhaengevorrichtung fuer zugmaschinen, die quer zur fahrtrichtung durch einen antrieb verfahrbar ist
WO2010141962A1 (fr) Système de direction forcée
DE202011108878U1 (de) Hinterachslenkvorrichtung für Anhängefahrzeuge, insbesondere für Schneidwerkswagen
EP2239188B9 (fr) Col de cygne de véhicule, notamment pour véhicule gros porteur
DE102018130429A1 (de) Verfahren zur Unterstützung eines rückwärtsgerichteten Manövriervorganges eines Fahrzeuggespanns
EP4074156A1 (fr) Dispositif timon pour une machine agricole tractée
DE2231329A1 (de) Fahrzeug nach art einer sogenannten dampfwalze fuer bodenverdichtung und strassenbau
DE4134501A1 (de) Lastwagen, insbesondere sattelauflieger
EP1081021B1 (fr) Remorque de véhicule à essieu dirigeable
DE102010001571A1 (de) Verfahren sowie Vorrichtung zum Steuern eines Gespanns bestehend aus einem Zugfahrzeug und einem Anhänger
DE29504612U1 (de) Antriebssteuerung eines Einachstraktors
AT514626B1 (de) Steuerungseinrichtung für ein landwirtschaftliches Anhängegerät sowie landwirtschaftliches Anhängegerät
DE102010000012A1 (de) Lenkachse
DE202009015102U1 (de) Aufliegerfahrzeug mit einer Lenkvorrichtung
DE10346299A1 (de) Lenkeinrichtung für eine Tandemachse
EP2755882B1 (fr) Essieu directeur
DE69217856T2 (de) Gezogenes Fahrzeug mit gelenkten Rädern

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MT NL NO PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA MK RS

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MT NL NO PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA MK RS

17P Request for examination filed

Effective date: 20100623

17Q First examination report despatched

Effective date: 20100716

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

AKX Designation fees paid

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MT NL NO PL PT RO SE SI SK TR

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MT NL NO PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REF Corresponds to:

Ref document number: 502008002796

Country of ref document: DE

Date of ref document: 20110421

Kind code of ref document: P

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502008002796

Country of ref document: DE

Effective date: 20110421

REG Reference to a national code

Ref country code: NL

Ref legal event code: T3

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110620

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110610

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110609

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

LTIE Lt: invalidation of european patent or patent extension

Effective date: 20110309

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110609

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110711

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110709

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20111212

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502008002796

Country of ref document: DE

Effective date: 20111212

BERE Be: lapsed

Owner name: SCHARMULLER, JOSEF

Effective date: 20111231

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20111231

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20111231

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20111217

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110309

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20121231

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20121231

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 501018

Country of ref document: AT

Kind code of ref document: T

Effective date: 20131217

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20131217

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 8

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 9

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 10

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IE

Payment date: 20171215

Year of fee payment: 10

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20181025

Year of fee payment: 11

Ref country code: FR

Payment date: 20181218

Year of fee payment: 11

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20181217

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 20191217

Year of fee payment: 12

Ref country code: DE

Payment date: 20191217

Year of fee payment: 12

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20191216

Year of fee payment: 12

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20191217

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191231

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191217

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502008002796

Country of ref document: DE

REG Reference to a national code

Ref country code: NL

Ref legal event code: MM

Effective date: 20210101

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210101

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20201217

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210701